Gas-engine.



^ W. P. VALENTINE.

GAS ENGINE. APPLIoATIoN FILED MAM. 1909.

a NMF- W. P. VALENTINE.

GAS ENGINE. APPLICATION FILED MAY 4. 1909.

Patented Jan.4, 1910.

3 SHEETS-SHBET 2.

@Mumnlumgm i lll W. P. VALENTINE.

GAS ENG-INE.

APPLICATION FILED MAY 4, 1909.

Patented Jan. 4,1910. 3 SHEETS-SHEET 3.

WARREN r. VALENTINE, or .noLYoifin MASSACHUSETTS, As

SIGNOR TO INTERNA,-

'IIONAL STEAMVPQMP COMPANY, A CORPORATION OF NEWJERSEY'.

` GAS-ENGINE.

atacar.

speni'anonof Letters Patent. Patented Jan, 4., 1910,

empatia inea my 4,1909; vseran No. 493,848:

To all 'whom it tmay concern:

, Be it known that I, WARREN P. Vannini-. .'rlNn, a citizen of the-.United States, residing` at Holyoke, county of Hampden, and State of Massachusetts, have invented certain new and useful Improvements in Gas-Engines,

-fully describedand represented inthe ollowing specication and the accompanying. drawings, forming a part of the same.

This invention relates to gasengines, and the specialobject of the invention is to provide a simple, cheap, light and durablegas engine which maybe run at high rates of speed with certainty and economy and which -will have a high efficiency under lvery light as well as under heavy and moderate loads. The invention -consists in certain-novel features of construction and combinations of.

n parts all as fully hereinafterndescribed and specifically pointed out in the claims.

In the accompanying drawings 'forming part of this specification andjwhich show a gas engine Iembodying tlievarious features of the invention in a preferred forme-.Figure l is an'end elevation partlyv in section through the left-hand power cylinder of Fig. 3. Fig. 2`is a section on line 2 of Figs.

V3 and 4. Fig. 3 is a sectional elevation of the engine on a plane passing through the center of the power cylinders, u lump cylinder and crank shaft bearingsg iig. 4 is a. section on line of Figs. l and f Figs.

5 and 6 are sectional views of the fuel pump cylinder andvalve corresponding to Fig. 2

but showing the pump. piston'and valve in dilierent positions. 7 is a View taken on line 7 of Fig. 3 showing the Governor. Fig. S is a section on line 8 of Fig, Flgs.

.9 to 13 are diagrams showing the ower and pump pistons'and the valve. in .di erent positions corresponding tothe divisions of the y avoid leakage and. for economy in construetioii,`-and the power cylinders are shown as casiuof are mounted the power. and

cycle shown in Fig. 114. .Figull is a' cycle ldiagram of the engine shown. l

Referring to the drawings, which showa two-cylinder engine, A isa base. casing' which forms. airchambers a, a," in which air is ,On the base cylinders B B', and the fuel pump cylinder C. The power cylinders and uel pump cylinders are preferably cast-in one piece, as shown, to

compressed for scavenging.

having theusual water jackets l. The crank shaft D is mounted in bearings in the base Casin A, and is connected to the upper pistons bby pitmen connected to cranks 3l set1'80"apart, and the -uel piston c is connected. with the crank shaft b means of the piston rod 32, pitma-n 33 ,an crank 34. The -pump crank is oiset from its leadin power crank something more than 90, pre erably approximately 110?, as shown in the drawings andas indicated in the diagram Fig. 14, instead of being set at `ap `roximately 90. from the power cranks. T e advantage of settingthe pump crank at such a greater angular distance behind the power cranks will be ap arent as otherl features of the :invention are described hereinafter.y The crank shaft is shown as carrying two balance -wheels and 36, in one of which the `governing mechanism hereinafter described 1s mounted. l

Each of the air chambers a, a is provided with a port/2 forthevadmissionvot` air, and these chambers are connected to the explosion end-of the power cylinders B, B. by ports .3 opening into the power cylinders at or near the line of the exhaust ports et. The ,charge is admitted te' the power cylinderB from below the pump piston c through port 5in the cylinder wall and port. 6 in the pis- Y i tons. c, and the charge is admitted to the power cylinder B from above the ump piston-cl through similarly' arranged ports 7 and 8, the admission ports thus being controlled by both the power and pump pistons and admission to the power cylinders occur ring only when both pistons are in the fproper position.

The fuel employed is any suitable gaseous fuelwhich is mixed with the frcs hair in the cylinder. after the scavenging, this fuel being admitted alternately above and below the pump'piston `c through ports 20 and 21. Thefuel mixtureof air and gas maybe supplied from any suitable source, and its admission vto the pump through'the ports 2O and 21 is controlled by a slide valve Z Amounted in a casing M. Ihe valve l is a cylindrical valve sliding in a cylindrical housing e. The'valve casing M has an admission'port 10 -and is-open atvthe bottom, alud the. lower 'end of the valve is formed `with ai-i annular groove. 11 which is connected with the Vinterior qt the valve by small holes 12. This construction permits while the 'escape of fuel mixture by leakage is provided against bythe annular groove and holes 12, since any escaping gas will -pass from the groove through the holesto position and throw of the eccentric are controlled by a governor so that the length of the reciprocations of the valve and the extent of opening of the fuel orts 20, 21, will be lessened as the load is ecreased and increased as theload is increased. Any form of governor may be used for this purpose. A common form of wheel governor is shown in the drawings and especially in Figs. 1, 7 and 8. As here shown the fly-wheel 35 carries two weight arms 21 mounted to swing on pivot studs 23 secured inthe arms of the {1y-wheel, and the heavier ends of which are drawn inward by springs 22. Secured on one of the wei ht arms 21 so as to swing therewith, is a rame 24 carrying the eccentric 20 so that the swinging of the weight arm 21 to which the frame 24 is secured shifts the eccentric to. increase or decrease the eccentric throw and the movement of the valve d through stein 16, link 1.7, lever 18 andeccentric rod 19, which is actuated by the eccentric 20. The other weight arm 21 serves as a counterbalance to the weight arm carrying the frame 24, and the movement oi the frame 24 and the weight arm in both directions is limited by stops 25 carried by the frame 24 on opposite sides of the extended end of pivot stud 23, wlich the stops 25 engagl at the limit of movement of frame 24 in eit er direction. In Figs. 2, 9 and 10, the parts are shown in position with one of -the stops 25 engaging the end of the .stud 23 -as when the en e is at rest.

O n increase of speed, with t e ily-wheel rotating in the direction shown by the arrow in Fig. 7, the

heavier ends of the weight arms 21 will swingoutward, and thus swing the frame 24 to move the eccentric and eccentric rod 19 downward, in Fi 7, thus varying the position and throw o the valve d in accordance with the speed of the engine.

The charging ports 5 and 7 are opened by the pump 'pistou as it nears the end of its stroke and after the power vpistons have passed below such ports, and are closed again by the pump and ower pistons before the pumppiston comp etes its stroke. There is thus entrapped in thecom ression end ofV the pump cylinder at the en of each strek`e of the pump piston a quantity of fuel inixture equal to the remainder of the stroke plus the clearance volume. This mixture tliusentrapped is then further compressed by the continuedmotion of the pump piston until the opposite end -of the pump piston passes the end of a recessed port 40 in the wall of the cylinder, thereby opening a passage through a. flash port 41 to 'allow the compressed mixture to pass Vfrom'the compression end to the suction .end of the-cylinder.. A flash port 41 is provided from each end of the piston so as to ermit the enti'apped mixture to pass at t e end of each stroke of the p'ump ypiston through and past the piston to t e suction end of the cylinder.

The valve d is formed to have an inside lap so as to keep the inlet ports to the pump cylinder closed while the flash ports are performing their functions. For this purpose the lap must be suiicient to close the inlet port to the suction end of the cylinder' slightly before the opening of the iiash port by the pump piston and to open the inlet port't'o the opposite end of the pump cylinder, which has then become the suction end, slightly after the ump lpiston at the beginnin of its succee ing stroke has closed the flas i port.- Y The closing of the charging port from the pump cylinder to the power cylinder before the end of the stroke of the pump piston prevents the blowing back of the more or less neutral. gases from the power cylinder to thel pum cylinder, which in engines goveriied by t rottlingthe intake is liable to occur at light loads when the charging port is not closed until the pump piston reaches' the end of its stroke, at which time coinpression in the pump cylinder has ceased. This early closing of the charging ort results in a further compression of t e fuel mixture remaining in the compression end of the pump cylinder, which compression is relieved by the use of the flash ports. The iiash ports by allowing such compressed fuel gas to pass to the suction end of the pump cylinder thus serve a double purpose-that of raising the volumetric eiiciency of the.

fuel pump, and that of relieving the pressure in the clearance spaces, so that, as the'valvey opens the lsupply ports, no back puV from the clearance spaces 4through the carburetor will take place. Such back puff through the carbureter would be uneconomical and also disturbing to the action of the carbureter. The operation of the'engine und the timing of the opening and closing of the various ports will 'be understood from a hriet` description in connection with the drawings. Figs. 1 to 3 show the parts in position as in Fig. 13, while compression is taking place inthe cylinder B and expansion is taking piace in the cylinder B. In the diagrams,

Figs. 9t 13, the parts are shown in posithepower vpiston B is about to' open the exhanst. and., scavenging ports, and compresf' sionis' taking place in cylinder B. In Fig. f v .,lla, whicli-coriesponds with line3 of the '..cycl'e diagram, admission is about to take i :place in cylinder B and-expansion is about in incylinder B.. In 12, correto b spoan ing to line 4 of the cycle diagram, vthe -exhaust porthas been closed and compressignis about to beginin cylinder B, and ex- 'reached the position shown in Fig. 9 at the pension is taking placei'n cylinder Bf. "In .20 L

fig'. 13,.which corresponds with line 5-of the fycle diagraim the charging port hasbeen cylinder 13,; while 'expansion cylinder B.

The operation with 'regard tclcylinder B is as follows: W'hen the power piston b has continues in V end of itsinstroke, the air supply port 2 has been opened to admit air to the cfmip'ression chamber A, and, ignition having taken place, the piston moves downward throughthe expansion operation, closing the port 2 and compressing the air inthe chamber a. The

dnringthe first part of the exhaust and" exhaust, .scavenging and charging ports remain closed until the pistonI reaches the position shown in Fig. 10, lwhereupon bythe continued downward movement of the piston theexhaust port 4 is Erst opened, and immediately afterward the scavening port 3 is opened, so that the air compressed in the chamber a.' during the expansion movement of the piston rushes into the'cylinder B, hastens the exhaust and sweeps thecylinderclear of the explosion gases so that no waste are left in the cylinder to be mixed with the incoming charge. After the piston passes. the end of the. charging port 5, and

scavenging, the charging port is kept closed by the pump piston,4 c, which is meanwhile 'inoving downward. to compress the charge which has been drawnl into-the lower end of the pump 'cylinder on the upward stroke of piston, the charging port 5 is'opene the charge which has been compressed below 60 the pump iston. The charging port re- ;inains close until the parts reach the position shown in lFig. 11, after which by the continued downward movement of the ump the pump piston is'adinitted to the cylinder 'Bajbove the piston b. During the first part 1 of. the admission period,1the exhaust port remains open and the in-rushing charge'as-- sistsin'the scavenging operatlon and clears the cylinder of a large part of the air which 9, which corresponds with line 1 of the cycle osed and compression is taking place in' tion of piston b.

and

charge alternat l while certain' features of the-invention are enters from the scavenging-port 3, Vthus .in--

suring a full charge with less com )ression in the pump cylinder than would ot erwlse he necessary 4 After the scavenging and exhaust .portshavebeen`closed by the upward movement of the piston l), theadmission port remains openy and admission continues as 'n'.

dcatedby Fig. 12, and common compression by both power and pump pistons together takes place until'the position shown byFig. 13 is reached, when, with the pump and power ps'tons'timed as shown, the charging -port 5 is 'closed by both pistons. From this point in the cycle, compression takes place in the cylinder B asthe piston b moves upward until at'or about the end vofthe u i orv outstroke oi the piston, ignition takes p ace again and the .cycle is repeated. At the moment the charging port 5 'is closed, as shown inyFig. 13, compression is still taking .place in the lower end of the pump cylinder by the continued downward movement of the pump piston. The fuel mixture thus entrapped the compression end of the pump cylinder# after beingfurther compressed, passes to thev suction end of the cylinder through the asli' port 41 as hereinbefore explained, and as shown -in Fig. 5, both the ports 20, 21 being then closed by the valve d as shown in' this lgure. By the time the power piston 'b has reached the end'o its compression movement shown in Fig. 9, the pump, piston has started its upstroke, compressing inthe up erven'd of the. pump cylinder Athe charge w ich `was' drawn in on the down stroke, and drawing a'` fresh' .charge into the lower end of the cylinder through the inlet port 21 which has meanwhile been opened' by the downward 'movement of the valve d, which port 21 `is-Tnot opened by valve cl until'the piston c onits upward movement has closed the flash port 41 as shown in Fig. 6. This action of the, Valve (l is the same in opening port 20,for the dow'n stroke of pis-- ton c, keeping bothports 20, 21 closed during the time the flash port from the upper end of the cylinder .C is open.

The cycle of the power pistonb is the same as'lthat .0f flleypiston b,- except that the successie stages othecycle occur 180 behind those o the. piston b; and obviously also the movement and operation of the pump piston units u-pstroke bear the same relation 'tothe operation of the piston b as they bear on the downstroke to the opera- While the invention has been illustrated and described as applied toa two-cylinder Aen ine,'in which a power stroke in each cyl in er at each revolution of the crank shaft is secured, the -pumpfpiston 'suppl ing the e yto the'two cylin ers, and

limitedlto such a constructiomit will be understood that; the claims-ngt* thus limited.

include an engine having but Aa singlepower ing as shown.

It will be seenthat in the preferred construction shown the desired timing of the to be opened when the Y A'made part of its compression stroke and to opening and closing of the various ports of the engine is secured without the use of valves in contactwith the hot gases of combustion', the difficulties incident to the effect of such hot gas on valves beingthus avoided. A What is claimed is: f

1. In a gas engine, thecoinbination of a power cylinder and its piston, a pump cylinder and its piston, a charginv passage conneet-ing the pump cylinder and power cyliiider, ineans for causing the charging passage ump 4piston has be closed before the pump piston has conipleted its stroke, and means for admitting the fuel gas to the pump cylinder.

2. In a gas engine, the combination of a powercylinder and its piston, a pump cylinder and its piston, a charging passage connecting the pump cylinder an power cyliiider, means or causing the charging passage to be opened when the pump piston has made part of its compressiongstroke and toV be closed. before the punip piston has completed itsstroke, a flash'port for relieving the pressure developed in the "pump cylinder after ,the closing of the char ring passage', an inlet assage forsupplying feuel to the pump cylin er, and a valve for controlling said inlet passage timed to open said passage after the flash port has been closed.

3'. In a gas engine, the' combination of a powercylinder and its piston, a pump cylnder and its piston, a charging passage connecting the pump cylinder and power cylinder controlled by both the pump and power pistons and closed before the pump piston reaches the end of its stroke, a flash port controlled by the pump piston and opened' to relieve the pressure in thc pump cylinder after the charging passage is closed, and means for admitting the fuel gas to the pump cylinder' after theclosing of the flash port.

4. In a gas engine, the combination with two'power cylinders and therpistons, of a double acting pump cylinder and its piston. charging passages eading one from one end of the pump cylinder-'to one of the powerA cylinders and the otherfrom the other end of the pump cylinder to the other powercylinder, means for causing the charging passages to be opened alternately on successive strokes of the pump pistonwhen the pump pistn has made part of 'its strokeandlto be closed before the puui'p piston has cpmplete'd its stroke, Hash .ports "opened 'after the closing of the charging passa es to allow the compressed fuel to pass rom the compression gasto the pump cylinder.-

end of the pump cylinder tothe suction end thereof, and means for admitting the fuel 5. In a gas engine, the combination with two power cylinders and their pistons, of a" 'double acting pump cylinder 4and its piston, charging passages lea ingone from one Vend of the. pump cylinder to one of the power cylinders and the other from the other end of the puinp cylinder to the other power cylinder, means Afor causing the charging passages to be opened alternately on successive strokes of the pump piston when the pump piston has made part of its stroke and to be closed before the pump piston has completed its stroke, fiash ports opened after the 'closing of the charging passa es to allow the com-V pressed fuel to pass rom the compression end of the pump cylinder to the suction end thereof, an inlet passage to each end of the pump cylinder, and a valve for controlling said inlet passages having iiiside'lap to close both inlet passages while the flash port is open.

,(3. In a gas engine, the combination with two power cylinders and their pistons, of a double acting pump cylinder and its piston, charging passages connecting the pump cylinder and the power cylinders, each.

charging passage being vcontrolled by the pump piston and a power piston and being closed before the pumpV piston reaches the lend of its stroke, flash ports controlled by the pump piston for the passage of the'com-` pressed fuel from the compression end to the suction end of the pump cylinder afterthe charging passages have been closed, and

means for cont-rolling the admission of the fuel gas to the pump cylinder.

7. In a gas engine, the combination-.with two power cylinders and their pistons, of a double acting pump cylinder and its piston, charging passages connecting the pnmpcylindcr and the power cylinders, each charging passage being controlled by the pump piston anda power' piston,V said charging passages being opened altcrnately'on successive strokes of the pump piston as itappreaches 4the end of its stroke and being closed before the pump piston reaches the,

end of its stroke, fiash ports controlled by the puin piston for the passage of the compressed uel from the compression end to the suction end of the pump cylinder afterl the charging passages have been closed, an inlet passage to each end ofthe pump cylin der, a valve for coiitrolliqg said inlet passages having inside lap sufficient to cause both of the inlet passages to .remain closed l iwhile either flash port is open, and agovernor -for automatically4 controlling the` speed of the cngine-by varyingthethrow of said valve. p, i

8. In a gas engine, the .'-ombiua'tion of'a power cylinder and its piston, a pumpj'cylinl -inder and its piston, an air der and itspiston, a charging passage conl vnecting` the pump cylinder and power cyll inder controlled by the pump piston, and means for driving the pump piston from the power piston to canse its movement to follow the movement of the power piston at an angular distance substantially :f freaterl than 900. i

9. In a gas engine, the combination of a l power cylinder and its piston, a pump cyl- Y chamber in which the engine `eompresses any a chargin passage connecting the pump cylinclei` an powercylinderiontrollecl by both the pump the air chamber and controlled by the power piston, cylinder exhaust and air chamber inlet ports controlled bythe power piston, and a crank for drivingthe pump piston set at approximately 110 behind the power crank.

In testimony whereof, I have hereunto set my hand, inthe presence of ,'mo subscribing witnessesn4` WARREN P. VALENTINE. Witnesses:

WILLIAM C. Momon, WILLs M. FLEMING.-

piston and the power piston, scavenging passage connect-lng the powei` cyllnder with, 

